Shadrach

What you're describing sounds like a very aggresive turning slip in one direction, followed by a very aggressive turning slip in the other. This is a certainly a method of descending quickly, and by reversing direction you are in effect S-turning which would extend the relative distance traveled giving you more time to get down. I've never done it, but if circumstances called for i, I would...It's another tool in the shed. I'm pretty sure that it would wreak havoc on your inner ear in IMC though... ;-)

Either my POH is complete BS or there is something to the "Ram-air" function... My POH says that at 7500ft, 32df (standar day) I can make 76.2% at 2500rpm full rich (yuk) 14gph... The 75% is not a hard number. It was picked a a place in which detonation margins widen and the ability to over-heat you engine becomes more difficult...as in even a Monkey randomly twisting the mixture knob would probably not hurt anything... not that it is impossible to shorten cylinder life span at that level, it is...it just requires that you be some what dumber than a monkey... ;-)

201er, I'm sure you've landed at greater than 2000ft DA. I'm based at a lowly 702ft here in MD...current DA... 2784ft and it's only 84df... well over 3K is common this time of year...

Even at lower alt, I doubt that Dan calculates power... I don't. I go as fast as I can at a level of cooling that satisfies my engine temp limitations. If the engine is happy, then I'm happy. If I wanna slow down I remove fuel, if I wanna speed up I add it...so long as I can see the engine is happy, I'm happy...

I'm not saying anyones SOP is BS... I do what I do based on my analysis of what's best. I enrichen in decent for a target EGT on the lean side, if I pull the throttle, I enrichen as needed to keep the ignited combustion event out of exhaust (which is seen as high EGTs at low power settings. If I need to go around, I am in a situation where full power or close to it is available even if I don't push in the knob in rt away. Full rich is roughly 250ROP at sea level. Anything from 15LOP to 300ROP will give you ~100%+ at sea level on a standard day and there will be plenty of time to adjust mixture if it turns out to be an abusive setting. More importantly though, is that it puts me right on the money for max available power at high DA airports if I need to go around. For those of you that go full rich in the pattern, what do you do if your landing at an airport with a 6000ft DA? How do you know where you are power wise? Do you think Full rich is an optimum setting for go around at an airport with the following conditions: 6348ft Field elevation 29.85 altimmeter 80df dew point 27df Note - This is Sante Fe this morning...DA is 9234ft Good luck figuring out how to get max power in a quickly decided go around. So what's your SOP here? Is it different then what you do at a 800 ft field??? My procedure is the same at all elevations, I'm familiar with it, it's second nature... and it sets me up for max power... I leave my boost pump off... for both take off and landing, as I have a somewhat fragile dukes unit and would rather conserve it's life span for engine priming. I think that the risk of "catostrophic" mechanical fuel pump failure is minimal, the failure mode typically starts slowly and shows up as decreasing pressure/flow. As for cowl flaps, they typically get opened when the gear comes down...for no reason other than it's a good reminder... I am willing to change my SOP if you can articulate to me why a different way is better. Not so convincing comment would be" "because my instructor told me to" "because my Eisenhower....Reagan era POH tells me to" "because my Mechanic says so" etc.etc..etc...

201er, I thought you're 2600 correction was to just one of the settings, not both. Hence I was thinking 2400 @ 75% vs 2600 @ 75% I cannot speak to your POH... But as I stated earlier, Specific Fuel consumption curve goes down as you lean towards peak, getting pretty shallow as you go past about 10 LOP and bottums at out at 45 LOP... This means that in fact more...or the same...in terms of power, can be done with less fuel, depending on mixture setting.

It does change the point 201er, All other things being equal except mixture and RPM...an extra 200rpm is 400 extra powerstrokes per minute and all of the fuel and air that is burned up with them, additionally, as one leans from best power towards ~45LOP (lowest specific fuel consumption), more work is being done with less fuel. The same power setting at 100ROP and Peak should produce different FF...

Interesting... my POH says I can make 70.2% at 12,500ft - 19"mp at 2700rpm WOTRAO 100ROP. Tom, as hard as I've tried, "the step" still elludes me...;-)

My POH is a joke... It has probably 20 hand written corrections through out the power, climb, take off and landing tables. These were done by the dealer, as the mistakes are obvious and all of the numbers were written in the same ink and at what appears to be the same time...

"There = they're"...lack of editing is annoying...

Fortunately for you and the rest of us, the angle (and parallel) valve 4 cylinder Lycomings are extremely reliable engines and going to TBO is highly likely in a well maintained engine. There certed TBO is at max power... Many people talk about the cam issues in these engines, but I think that is a lack of use/improper idle speed issue. The less known "Achilles heal" of this engine IMHO, is the crankcase. I had no idea now many of them had cracked until mine did (last year) @830SMOH and I started asking around. Of course there were other mx issues that led up to my crankcase issue which facilitated my decision to R&R the engine myself, but that's another thread... The good news was that after splitting the case, everything was in such good shape that we just IRAN'd with an OH'd case. Note: Generator engines are more prone to cracks than Alternator engines...

Thanks Hank!

201er, I think you're reffering to a mapa eval of the 201. I do not know how well the Ram-Air works WRT the 201 induction system, I can tell you that in my F, it is good for 1.25-.25inches on the MP guage depending on temp/altitude. Also, it certainly affects EGT. Next time you're in cruise, open it up and note the MP jump from open to close and let us know.

Not harsh fly boy, I truly think that the "evangelists" at APS et al, as well as the cost of avgas will bring about a concensus at some point for injected engines. Procedures will be based on knowing the cause and not just the effect of actions taken with the mixture/throttle. I grew up around airplanes and I can remember more than one pilot (one of whom was my Dad) explaining that we climb "full rich" because the "evaporation of the extra fuel" helps cool the cylinder at the slower climb speed... These were bright guys, but this was the 80's and most of them hadn't a clue about combustion science and the info was not readily available aside from pouring through an engineering manual...and that alone would have never triumphed the "tribal knowledge" being passed down. Students will always fly simple planes with simple procedures. I think that as engine management evolves, pilots of HP/complex/XC machines will also typically use "simple procedures", but they will understand the very complex events affected by those "simple procedures" at a practical level. Thus a "one size fits all" approach will be replaced with "what's the objective?"(reduced temps?, more speed?, greater range?, maximum efficiency? etc.) approach...

Jeff, I was just busting your chops a tad. You are being cautious as you move into an area of operations still new to you. And that is wise What you're doing is fine, I just made the comment to illustrate the basic principle that when LOP we use air as the cooling agent (to slow combustion). If you remove any of the cooling agent, you will necessarily have to limit how much power you can produce. People tend to not look at consistently. LOP is an inherently lower power than ROP, by closing the throttle, you're making it more so... I was demonstrating this the other day to a pilot passenger by opening and closing the RAM Air while LOP...which would the ram air at our alt was sufficient to drop the egt on the richest cyl an additional 20df and cause a corresponding CHT drop. I could run slightly more fuel (more power) with the RAM AIR open and be at the same value LOP. Passenger had an "ah ha" moment. It's fine to pull back throttle/power for the transition if you want to, but once safely on the lean side, WOT can be resumed. You'll have to fine tune mixture to desired degrees from peak, but you will remain LOP.

I do not see how this relates to a falling leaf? In the falling leaf manuever, critical angle of attack is exceeded...it is power off maneuver in which the wing is held in the stall with pack pressure and the rudder is used to control yaw. Basically a continous insipient spin to the left, then to right, then to the left, then to...etc...until the AOA is allowed to return below critical levals. I'd prefer not to do this maneuver or anything "close" to it in a Mooney and certainly not in IMC... Banking in the decent simply removes part of the horizontal component of lift. As the nose falls the plane is allowed to descend toward vne the wing is in about as opposite a condition to "the falling leaf" as it can be with regards to critical AOA...

Yes I know that the doors are the limiting factor... However, I can tell you that it's not gauranteed that anything will happen to the doors... As a fresh Mooney pilot, there were 2 occasions when I did not get the J-bar quite locked in the retracted position. As I am sitting fat and happy in cruise at 150kts, I suddenly see the J-bar come shooting up between the seats...

If I really needed to get down in an emergency situation (eg. fire), gear speed would cease to be a concern... Gear down, 45degrees of bank decent at just under VNE...

However, if your're using tach time, you will be spinning your way towards TBO faster, as most mechanical Tachs are calibrated for true time at about 2500rpm...

Vec = Vac

Dave, Engines are certificated to go to TBO at max power... Our 2700 RPM redlines are pretty slow with regards to engine technology. The prop does not seem to care about the differnce between 2700 and 2500 except that it tends to transfer engine power to thrust more efficiently at lower RPM... All of the other accessories (mags, alt/gen,vec pump,etc...) have spun far faster for long periods of time in alternate aviation and non aviation applications...

"full throttle and 2300 RPM will create more cylinder pressure" In the future, please try and refrain from seeing my point before I get to post an explanation; it's not as much fun for me...

I'm not saying it can be done. However, if it were me, I'd head for lower ground if possible. I'd prefer to run at a lower RPM then Redline.

Steve, I have tried all sorts of various "oil catchers" and It always spills . Do post a pick of your "half pipe" and how you apply it.

It is not about consensus...not much in flying is. I would say that if a pilot is doing something other than what the POH recommends, then s/he should be able to articulate the reasoning for doing so. I deviate from POW recommendations all the time, and if you ask me about a specific action I take, I can tell you why I do it and explain why I think it is a superior method. That's all I need, I could not care less about the consensus.